Brake-locking device



R- C. FLAGG;

BRAKE LOCKING DEVICE.

APPLICATION FILED JUNE 29, um.

1,412,397, Patented Apr. 11, 1922.

UNITED STATES PATENT OFFICE.

RAY C. FLAGO, 0F EASTWOOD. NEW YORK, ASSIGNOR TO FLAGG-STOWELL COMPANY, OF SYRACUSE, NEW YORK, A COPARTNERSHIP COMPOSED OF RAY C. FII'AGG'AND ORLA E. STOWELL.

BRAKE-LOCKING DEVICE.

To all whom it may concern:

Be it known that I, RAY O. FLAGG, of Eastwood, in the county of Onondaga, in the State of New York, have invented new and usefullmprovements in Brake-Locking Devices, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention relates to a locking device for the service brake of Ford cars and other machines employing a pedal-operatedJorake and an emergency-brake-operating-lever, the object being to provide simple and efficient means whereby when the pedal-brake-lever is forced to its braking position the operation of the emergency-brake-leverwill automatically lock the pedal-lever in its operative position.

Other objects and uses relating to specific parts of the brake-locking-device will be brought out in the following description:

In the drawings:

Fig. 1 is a side elevation of a portion of an internal combustion engine together with the service-brake-pedal and emergencybrake-lever and my improved locking device operatively connected to those parts which are shown by full lines in their normal position and by dotted lines in their operative position for setting the brake.

Fig. 2 is an enlarged detail sectional view of a portion of the locking mechanism in its locking position.

In order that my invention may be clearly understood, I have shown a portion of an internal combustion engine -A-, a servicebrake-lever 1 and an emergency-brakelever 2- as commonly used in Ford cars, the emergency-hrake-lever -2- being pivoted at 3- to move along a toothed segment -4: and is provided with a pivoted pawl 5- adapted to engage the teeth of said segment to hold the lever in its various positions of adjustment, said pawl being releasable by means of a handoperated-rod 6- and pivoted hand-plece 7 as shown in Fig. 1.

The service-brake -1- is pivoted as usual at -8 to a portion of the engine frame or rather to the clutch-case for controlling the brake in the usual manner, the brake-lever 2 being connected by a rod 9 to the usual devices for operating the brake-band against the drum of the rear axle.

Specification of Letters Patent. t t 11, 1922,

Application filed June 29, 1921.

Serial No. 481,364.

The brake-locking-attachment comprises i a bar 10 suitably secured by bolts or screws 11 and l2 to portions of the engine frame for receiving and supporting a locking-pawl 13 which, in this instance, is ivoted at 14 intermediate its ends and as its lower end provided with an aperture 15 for receiving one end of a rod 16, the upper end of said pawl 13 being also provided with a transverse opening 17 forming lower and upper biting nibs 18 and l9 for engaging opposite sides of a rod 21 which is pivotally connected at one end at 22 to a clamp23 on the upper end of the pedallever 1- just below its pedal 24.

The rear end of the rod l6- is pivotally connected at 25- to an extension -26 on the lower end of the lever 2, while the front end of the same rod is passed through the aperture 15- in the lower end of the pawl -13 and is provided with shoulders 26 and -27 engaging opposite faces of said pawl, one of said shoulders as -27- being movable lengthwise of the rod -16 and forms an abutment for one end of the coil spring 28. This coil spring surrounds the adjacent portion of the rod 16 and has its other end abutting against a fixed shoulder 30on said rod, thereby establishing a yielding connection 'between the rod .-16- and lower end of the pawl 13.

The upper end of the pawl 13 normally rests against a stop -29 on the bar Operation: Assuming now that the handlever 2 is in its normal position for releasing the rear brake and that it is desired to apply the service brake by the operation of the lever 1 from its normal position, shown by full lines in Figure 1, under which conditions the pawl 13 would be in the position shown by full lines in the same figure, whereupon the forward movement of the pedal-lever -1 will cause a similar forward movement of the rod -21 through the opening 17 in the upper end of the pawl 13 and then by rocking the hand-lever 2 rearwardly to the position shown by dotted lines for applying the rear brake will throw the rod 16 forwardly' and through the medium of the spring -28 will rock the lower end of the lever -13 forwardly and its upper end rearwardly along the rod 21 until its nibs -18-.- and' -l9 engage opposite sides of the rod 21 so that when the hand-lever -2- is locked in its adjusted position by means of the pawl -5 and rack -4, the nibs 18 and 19 will obtain a biting grip upon the forward end of the rod 21 to hold the pedal or service-brake-lever --1 in its braking position.

It is, of course, understood that the brakelever -2 is positively held in its adjusted position by the engagement of the pawl 5 with the teeth of the rack 4: and that even though this brake-lever may be thrown to its braking position before the operation of the servlce-brake-lever 1, the latter may nevertheless be moved forwardly, thereby forcing the rod -21- forwardly through the opening -l7. even though the nibs 19 and 20- may be in engagement with the upper and lower sides of said rod because in that case, the upper end of the pawl -13-- will be free to rock forwardly against the action of the spring 28- which latter, however, holds the pawl in position to engage its nibs --l8- and 19 with the rod 2l so that any tendency of the lever 1- and its rod 21 to return rearwardly is prevented by the engagement of the nibs -18- and 19- therewith.

The locking mechanism thus far described, is particularly effective in holding the brake-levers in their braking positions especially when it is necessary to apply both brakes, as for example on side hills, where either brake would be insuflicient in itself to properly hold the machine.

It is evident, however, that various changes may be made in the detail construction of the various connections between the hand-lever.2 and pedal-lever 1 for accomplishing the same result without departing from the spirit of this invention, and therefore, I do not wish to limit myself to the precise construction shown and described,

WVhat I claim is:

1. In combination with a service-brakeoperating-lever for motor vehicles, a pivoted pawl having an opening therethrough, and biting nibs at opposite sides of the opening, a rod pivotally connected to the lever extending through said opening in the pawl to be engaged by said nibs for holding the lever in its braking position, and means for operating the pawl to cause its nibs to engage said rod.

2. In combination with a service-brakeoperating-lever for motor vehicles, a-pivoted pawl having opposed biting nibs in spaced relation, a rod connected to and operated by said lever between said nibs, an emergency brake-operating-lever, and means actuated thereby for rocking said pawl to cause its nibs to engage opposite faces of said rod for holding the service-brake-operating-lever ,in its braking position.

3. In combination with a service-brakeoperating-lever, a pivoted pawl having opposed biting nibs-in spaced relation, a rod actuated by said lever between said nibs, an emergency-brake-operating-lever, and yielding connections between the last named lever and said pawl for rocking the latter about its pivot and causing said nibs to engage opposite faces of the rod to hold the service-brake-operating-lever in its braking position.

In witness whereof I have hereunto set hand this 20th day of-June, 1921.

'RAY C. FLAGG.

Witnesses:

H. E. CHASE, M. R. COOKE. 

